Aircraft Swap - Scene From 9/11: Intercepted Rating Options

[rob balsamo]

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According to RADES Radar, several aircraft targets seemingly go out of their way to converge and then 'split-off' from the aircraft reportedly used for the attacks on 9/11. Was an Aircraft swap occuring at these points?

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[Culper721]

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According to RADES Radar, several aircraft targets seemingly go out of their way to converge and then 'split-off' from the aircraft reportedly used for the attacks on 9/11. Was an Aircraft swap occuring at these points?

Rob,

A few years ago when I joined this site I explained to how a friend of my father's, a physicist who was watching the screens that day in September, explained to me why the pilots who carried out the attack "weren't good; they were PERFECT."

It had nothing to do with the converging of the planes and everything to do with each and every plane exploiting classified information regarding holes in the primary radar.

In theory a plane swap could have taken place within the holes in the primary radar. However, for purposes of legal and logical relevancy, it is far more important to show the clear and convincing evidence of the exploitation of classified information regarding the whereabouts of said holes in the primary radar. That knowledge exploited that day necessitates at the very least a treasonable design; i.e. someone 'on our side' assisting in an attack on our soil.

Since I don't know how to post a picture on these fora, perhaps you can send me an email and I can forward you a breakdown of where and when the planes exploited the holes in the primary radar. Particularly amusing is the flight path of AAL 11.

Regards,

Bob

[23investigator]

Rob,

It had nothing to do with the converging of the planes and everything to do with each and every plane exploiting classified information regarding holes in the primary radar.

In theory a plane swap could have taken place within the holes in the primary radar. However, for purposes of legal and logical relevancy, it is far more important to show the clear and convincing evidence of the exploitation of classified information regarding the whereabouts of said holes in the primary radar. That knowledge exploited that day necessitates at the very least a treasonable design; i.e. someone 'on our side' assisting in an attack on our soil.

Dear Culper

If you don't mind, it seems an appropriate time, to come back to the above comment you made.

An earlier part of the progress of flight AA11 arriving over the radar blind spot, was an instruction given for the aircraft to turn 20 degrees right, and to climb to a new altitude.
Within this process there has been reference to a MD80 approaching flight AA11.

It does not seem clear, whether the 20 degree turn was because of the approaching MD80 or not.
A map found, showing the path of the MD80, does not help much with understanding, as it appears the MD80
was approaching from the northeast, which seems a strange reason to turn flight AA11 20 degrees to the right.
There has been separate comment suggesting the MD80 was coming from, 'yet', another direction.

This may have been previously covered.
But perhaps the pilot of the MD80 is a member of P4T, and could have recollection of sighting flight AA11.
It would be interesting to learn their recollection.

If this information is already known, could somebody please point towards it.

Robert

[woody]

I repeat myself: the radar holes in the diagram refer to an altitude of 5000 ft. At 30000 ft, there are no radar holes. Flight 11 and Flight 93 did not turn off their transponders in a radar hole. Please leave this trail alone.

The thing is, the map on Frank's website - I found it here -

http://media.photobucket.com/image/radar%2...tional51ATC.png

shows the situation at Above Ground Level 5000 ft. I.e. the circles reflect the radar-controlled area if you make a horizontal cut at 5000 ft. So these radar holes you are referring to exist only at this level. But the planes at 9/11 were flying at cruising altitude when they turned off their transponders. If you make a horizontal cut at 30000 ft, the circles have a radius six times bigger than at 5000 ft., i.e they are overlapping each other three, four times. Apart from certain rare spots in montainous areas, there are certainly no radar holes at 30000 ft.

I'm really sorry to say that. I myself was pretty exited when the thing came up at the team8+ website. But after realizing that the map referred to an altitude of 5000 ft, it was clear to me that radar holes don't cut it. I told Frank, Nico and John Doe II. They agreed.

[23investigator]

I repeat myself: the radar holes in the diagram refer to an altitude of 5000 ft. At 30000 ft, there are no radar holes. Flight 11 and Flight 93 did not turn off their transponders in a radar hole. Please leave this trail alone.

Dear 'woody'.

'Assuming' your consideration that the location of "radar blackout" was only applicable upto a certain altitude.

It does not alter the consideration that flight AA11 was directed in the direction of the said
"radar blackout location" by an 'airtraffic controller'.
Is it then just coincidence that the 'pilot' or whoever was in control of flight AA11 then decided to make a left turn after this location?
--It appears no instruction was given, only attempt to make contact with the 'pilot'--.
There appears little doubt in published information that the transponder of flight AA11 was not available in the period of flight through part of the "radar blackout location" and subsequently.

Obviously, unless the published flight path of flight AA11 has been "made up", by somebody, there was primary radar return, "from an aircraft", that has been said to have been flight AA11.

Can you, with any sense of certainty, say that was the case?

Robert

This post has been edited by 23investigator: Sep 23 2011, 09:08 AM